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HNI OVERVIEW

1.0 BACKGROUND

The Highway Needs Inventory (HNI) is a technical reference and planning document

which identifies highway improvements to serve existing and projected population and

economic activity in the State as well as address safety and structural problems that

warrant major construction or reconstruction.

The projects identified in this document represent only an acknowledgment of need based

on technical analysis and adopted local and regional transportation plans. The HNI is

not a construction program, and inclusion of a project does not represent a

commitment to implementation. The HNI is not financially constrained nor is it based

on revenue forecasts.

The HNI may be considered as a compilation of projected major highway deficiencies. It

is important to note that only a portion of the projects in this document will be addressed

in the future through selective capital improvements. Many of these needs will remain

unfulfilled because the Department does not anticipate that the gap between needs and

resources can ever be completely closed, even with the infusion of new revenue.

2.0 LEGAL BASIS OF THE HNI

The development of the HNI is required under Sections 8-610 and 8-611 of the

Transportation Article of the Maryland Annotated Code. Section 8-110 of the

Transportation Article of the Maryland Annotated Code defines the HNI as “…an

identification of needs for highway projects, based on latest evaluation of highway

conditions and transportation needs…”

Section 8-611 of the Transportation Article of the Maryland Annotated Code requires that

“in calendar year 1979 and in each second year following, the Administration, following

an assessment of the highway conditions and transportation needs of this State, shall

prepare those proposed modifications of the highway needs inventory that it considers

necessary.”

3.0 SCOPE OF HNI

The HNI is based on a technical evaluation of highway conditions. The general scope

and approximate cost of needed highway improvements in this document are based on

the application of reasonable design standards. However, this does not preclude further

considerations of alternative solutions to the problem, or the “no build” option.

Ultimately, more detailed project planning studies would be conducted on potential

projects to determine more precise cost estimates and acceptable solutions to the

identified need. The HNI lists only major capital construction projects which entail a

significant increase in traffic capacity, extensive right-of-way, high cost or major impact.

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Low cost capital improvements, otherwise known as “System Preservation Projects”

are not included in the HNI. System Preservation Projects include the following:

resurface/rehabilitate, safety and spot improvements, neighborhood conservation, noise

barriers, traffic management, environmental preservation, commuter action

improvements, sidewalks, enhancements, bridge replacement/rehabilitation, intersection

capacity improvements, beautification/streetscape and minor improvements, drainage,

access controls, and rail crossing elimination. These projects are included in the annual

update of the Department’s Consolidated Transportation Program (CTP). Often these

relatively low cost improvements serve to correct localized problems and to extend the

time before major modernization of the facility becomes necessary. System preservation

projects may in some cases result in an indefinite deferral of a major project.

4.0 ROLE OF THE HNI IN THE PLANNING PROCESS

The Maryland Department of Transportation’s planning process affects all modes and

covers all aspects from policy/system planning and program development through

detailed project planning and implementation. The key planning documents developed

by the Department to establish the priority of various proposed highway improvements

are as follows: (1) State Report on Transportation (SRT); (2) Maryland Transportation

Plan (MTP); and (3) the Consolidated Transportation Program (CTP).

The HNI serves as a technical reference and reflection of these planning documents. In

addition, the Department participates in the development of local and regional

transportation plans which are the responsibility of local and regional planning agencies.

5.0 HNI TERMINOLOGY

There are 29,265 center line miles of roadway in the state of Maryland. Of this total, the

State Highway Administration (SHA) maintains 5,243 center line miles (17.92%).

Although this represents less than 20 percent of the total miles of roadways in the state,

these highways account for approximately 70% of the total vehicle miles of travel in the

state. The 5,243 miles of highways maintained by the State Highway Administration are

categorized for funding purposes as Primary and Secondary highways.

5.1 Primary System

The State Primary Systems consists of approximately 1,288 miles of state

maintained routes or 25 percent of the total State maintained road mileage. The

State Primary System was originally adopted in 1972 and revised in 1978 in

accordance with provisions of State law. The Primary System serves the state in

the same manner as the Interstate System serves the nation. It has been a policy

of the Department to develop the Primary System with a maximum practical

degree of access control in order to provide safety to the motorist.

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5.2 Secondary System

The Secondary System is a network of State routes which serve inter-regional and

localized traffic. This network consists of 3,955 miles (75.45%) of the total state

maintained roadways and provides feeder and support functions to the Primary

System. It also complements county highway systems.

6.0 IMPROVEMENT TYPES

For projects in the Consolidated Transportation Plan (CTP), the specific improvement

type identified is also shown in the HNI. Improvement types shown for other projects in

the HNI are categorical rather than specific, pending project planning studies. The

project planning studies may lead to the selection of a “no build” option or a different

improvement type than shown in the HNI.

The improvement types used in the HNI may entail significant right-or-way acquisition,

significant increases in capacity and/or significant environmental impact. The basic

improvement types used in the HNI are described as follow:

6.1 Reconstruction

These are improvements where old pavement and appurtenances such as drainage

structures are removed and replaced or substantially modified. Such

reconstruction may apply to the existing number of lanes or dualization, adding or

modifying interchanges or existing highway on the same alignment.

6.2 Construction

These are improvements of a totally new facility and appurtenances, including

bridges. A new facility will generally provide a highway where none exits, or an

alternate facility to an existing highway that will remain open and continue to

serve through traffic.

6.3 Access Control Improvement

Control of access by definition is where the ingress and egress to abutting land,

onto and/or across the highway is fully or partially restricted by public authority.

Highway access can by controlled as follows:

6.3.1 Full Control

This gives preference to through traffic by providing grade separation

interchanges with selected public roads only and by prohibiting

intersecting at-grade and direct private driveway connections.

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6.3.2 Partial Control

This gibes preference to through traffic to a degree that, in addition to or

in lieu of interchanges with major public roads, there may be selected at-

grade intersections to public streets only.

6.3.3 Uncontrolled Access

This allows the number of points of ingress and egress to be limited only

by control over the placement and the geometric design of connections as

necessary for the safety of the traveling public.

6.4 Lane Definitions

The specific number of lanes is referenced only for two lane highways in the HNI, and

any highway improvement needing more than two lanes is generally referred to as

“multi-lane”. Where the case for a multi-lanes improvement is more firmly established;

the following terms may be used:

6.4.1 Divided Highway.

This is a multi-lane highway where opposing roadways are separated by a median

or barrier.

6.4.2 Freeway.

This is divided highway, usually serving a principal arterial function, providing

for unrestricted through traffic movement and full control of access (called an

expressway under current Maryland law).

7.0 COST ESTIMATES

Cost estimates for prospective improvements are approximate, and are based on likely

improvement types. The estimates are not detailed engineering estimates nor do they

reflect substantive engineering analysis. These cost estimates do not imply fixed

decisions, nor do they preclude alternative solutions to the problem. They merely

provide the basis for a general appraisal of the total cost of all highway needs, as well as

some idea of the distribution of highway needs across the State.

Garrett

Dorchester

Kent

Cecil

Charles

Talbot

St. Mary's

FrederickCarroll

Somerset

Worcester

BALTIMORE

Allegany

Calvert

HARFORD

Anne Arundel

Wicomico

Washington

CarolineQueen Anne's

Prince George's

MONTGOMERY

HOWARDBaltimore City

Washington DC

HIGHWAYNEEDSINVENTORYREVISED 2015

SOMERSETREGIONAL AND INTERMODAL PLANNING DIVISION

OFFICE OF PLANNING AND PRELIMINARY ENGINEERING

Prepared by:

CONTENTS:PRIMARYSECONDARY

Maryland Department of TransportationSTATE HIGHWAY ADMINISTRATION

19.1a

BG413

BG363

BG380

0/13

BG413

BG667

PRINCESS ANNE

BG364

CRISFIELD

BG363

BG667

BG667BG667

BG388

0/13

BG529

0/13

BG627

BG361

BG362

April 20150 3 61.5

Miles.

SOMERSET COUNTYHIGHWAY NEEDS INVENTORY

Primary System

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19.1b

Map Ref.

Route-Route Name

Limits Length

Improvement Type

Cost ($000)

HIGHWAY NEEDS INVENTORYSomerset County - Primary

(Revised 2015)

County Priority

US 13 Ocean Gateway

MD 673A to MD 413 0.6

Access control improvements

$10,3001

No

US 13 Ocean Gateway

MD 362 to Wicomico County line 6.1

Divided highway reconstruct.

$445,4002

Yes

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BG413

BG363

BG380

0/13

BG413

BG667

PRINCESS ANNE

BG364

CRISFIELD

BG363

BG667

BG667BG667

BG388

0/13

BG529

0/13

BG627

BG361

BG362

April 20150 3 61.5

Miles .

SOMERSET COUNTYHIGHWAY NEEDS INVENTORY

Secondary System

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2

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19.1c

Map Ref.

Route-Route Name

Limits Length

Improvement Type

Cost ($000)

HIGHWAY NEEDS INVENTORYSomerset County - Secondary

(Revised 2015)

County Priority

MD 363 Deal Island Road

Carter Road to Fitzgerald Road 5.6

2 lane reconstruct

$103,0001

No

MD 413 Crisfield Highway

N. Somerset Ave to MD 667 5.3

Divided highway reconstruct

$199,5002

Yes

MD 413 Crisfield Highway

MD 667 at Whites Road to US 13 8.7

Divided highway reconstruct

$314,9003

No

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